Equalizing-valve.



Patented Aug. l9, I902.

P. WHITING. EOUALIZING VALVE. (Application filed Oct. 8, 1901.

4 Sheets-$heet I.

(No llodel.)

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No. 707,476. Patented Aug. l9, I902.

P. WHITING.

EQUALIZING VALVE.

gApplication filed Oct. 8, 1901.\

(No Model.) 4 Sheets-Sheet 2.

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No. 707,476. Patented Aug. 19, I902.

P. wamue.

EQUALIZING VALVE.

(Application filed 0etf8, 1901.\

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No. 707,476. Patented Aug. l9, I902;

P. WHITING.

' EHUALIZING VALVE.

(Application filed Oct. 8, 1901.)

(No Model.) 4 Sheets$heet 4.

TABS

OFFICE.

PAUL XVIIITING, OF EAST LAS VEGAS, TERRITORY OF NEW MEXICO.

EQUALlZlNG-VALVE.

SPECIFICATION forming part of Letters Patent No. 707,476, dated August19, 1902.

Application filed October 8, 1901. Serial No. 77,970. (No model.)

To mil whom it may concern.-

Be it known that I, PAUL WHITING, a citizen of the United States,residing at East Las Vegas, in the county of San Miguel and Territory ofNew Mexico, have invented new and useful Improvements inEqualizing-Valves, of which the following is a specification.

My invention relates to an equalizing-valve for air-brake systems; andthe object of the same is to construct avalve which,in combination withtwo of my cylinder-valves covered byLetters Patent. No. (379,247, datedJuly 23, 1901, will give the engineer perfect control of an automaticair-brake system.

The novel construction of my equalizingvalve is fully described in thisspecification and claimed, and illustrated in the accompanying drawings,forming a part thereof, in which Figure 1 is a vertical longitudinalsection of mycylinderandequalizervalves. Fig.2isa section on the line 22, Fig. 1, looking toward the left. Fig. 3 is an end view of the largecylinder-valve. Fig. at is a development of the casing of the same. Fig.5 is adevelopment of the lower half of the cylinder of the same. Fig. 6is an end view of the small cylinder-valve. Fig. 7 is a development ofthe casing of the same. Fig. 8 is adevelopment of the cylinder of thesame.

Like characters of reference designate like parts in the different viewsof the drawings.

The numeral 1 designates the casing of my large cylinder-valve A, whichconsists of two sections, an upper and a lower,(designated 1 and 1,respectively.) Snugly fitting the easing 1 and mounted to turn thereinon a stubshaft 2 is a hollow cylinder 3. The shaft 2 has an endtriangular in cross-section, and fitted thereon is a handle 4 for use inturning the cylinder 3. The triangle is irregular to prevent putting thehandle on wrong. The handle at is provided with a spring-catch 5,adapted to engage a series of fivelugs formed on the upper half 1 of thecasing, which lugs are designated by the numerals 6 to 10, bothinclusive. The extreme lugs 6 and 10 are undercut at 6 and 10,respectively, to engage and stop the catch, while the intermediate lugs7, 8, and 9 are beveled off on the sides to enable the catch 5 to beforced to ride over them.

The lower half 1 of the casing is provided with five ports, (designatedby the numerals 11 to 15.) The port llis connected byapassage 16 to apipe 17, connected to the main reservoir on the locomotive and notshown. The passage 16 also communicates with a pipe 16, connected to agovernor. (Not shown.) The port 12 is connected to the rearchamber ofthe lower cylinder of the equalizer-valve B by a passage 18. The port 13is connected by a passage 19 to the upper chamber of the upper cylinderof the equalizing-valve B. The port 14 is connected by a passage 20 tothe forward chamber of the lower cylinder of the equalizing-valve. Thispassage also connects with a pipe 20, connected to a gage. The port 15is the exhaust and communicates directly with the open air.

The cylinder 3 has aseries of ports therein corresponding with the portsin the casing 1". The cylinder-ports are seven in number. Two of thecylinder-ports 11 and 11 are located to be broughtinto register with theport 11 by using the handle 4, one other, 12, is located to be broughtinto register with the port 12 in the casing, two ports 13 and 13 arelocated to be brought into register with the port 13, two ports let and14: are located to be brought into register with the port 14, and thetwo remaining ports 15 and 15 are located to be brought into registerwith the port-15 in the casing.

The equalizing-valve B consists of two main parts, an upper cylinder 22and a lower cylinder 23, which cylinders are connected by ribs21. Thecylinder 22 is bolted to the valve A and communicates therewith, asbefore mentioned, by way of a passage 19. Mounted within the cylinder 22is a tightly-fitting piston 24, having packing-rings 24; and a stem 25.The stem 25 fits snugly a casing 30, formed integral with the lower headof the cylinder 22. The lower end of the stem is bored longitudinally at27 for a portion of its length, and fitting within the bore is a shank28, formed integral with a threaded head 29, screwed in the lowerend ofthe casing 26. The head 29 is slotted at 30 to provide a passage for theair and beveled off on its upper side at 29. The stem 25 is beveledoppositely from the head 29 and abuts the same, thereby forming a tightjoint and normally closing the slot to the passage of air. The stem 25is cut away at 31 adjacent to the head and apertured transversely at 31to enable the air to pass, when the piston 24 is raised, through theslot and into a passage 32, co1nmunicating with the open air. This isthe train-line exhaust, as will appear. The cylinders 22 and 23communicate by means of a passage 33, formed in the casing andconnecting the lower chamber of the upper cylinder with the forwardchamber of the lower one. A reservoir 34 is connected to the cylinder 22at a point above the piston 24 by a pipe 35. This tank increases thecapacity of the cylinder and holds a reserve supply of air,whichincreases the efficiency of the valve. A bumper 36 is formed in the topof the cylinder 22,1im-

its the movement of the piston, and keeps it from covering the pipe 35.A second bumper 37 on the piston 24 limits the downward movement thereofand keeps it from closing the passage 33.

The lower cylinder 23 is divided into two chambers 38 and 39 by atransverse partition 40,which chambers will be termed the rear and theforward ones, respectively. Mounted within the cylinder is a piston 41,having a packing-ring 41 and a hollow stem 42, snugly fitting a sleeve43, fitted within a central aperture in the partition 40. The stem 42 isbeveled off at 42* and fits snugly over a hollow shank 44 and abuts thebeveled inner face 45 of the rear head 45 of the cylinder. This shank 44is integral with the head 45 and is slotted at 46 to permit the passageof air when the stem 42 is unseated from the head. The head 45 isthreaded and is adjustably fitted in the end of the cylinder 23. Asquared portion 47 accommodates a wrench, and a cap 48, fitted over theend of the cylinder, makes it doubly tight. To provide means forregulating the pressure necessary to displace the piston 41 from itsnormal forward position, a stiff spiral spring 49 is mounted on the stem42 and bears on the head 45 at one end and on a collar 49, integral withthe stem. The tension of the spring can be adjusted by means of theadjustable head 45. The collar 49 also limits the travel of the piston.As before mentioned, the cylinder-valve A and the rear compartment 38 ofthe cylinder 23 are connected at port 12 by the passage 18, and theforward compartment 39 is connected to the valve A at port 14 by thepassage 20. The compartment 39 is also connected to the main train-line(not shown) by a pipe 50. The pipe 17, before mentioned, whichcommunicates with the passage 16, is coupled to the bottom of thecylinder 23. The passage 16 traverses the casing of the cylinder, buthas no connection with the interior thereof.

Thesecond small cylinder-valve (designated 0) is similarin constructionto the ValveA and is bolted to the connecting-casing just below thevalve A. The valve (J comprises a casing 51, having upper and lowerportions 51 and 51 respectively, and a cylinder 52, fitted therein. Thelower half 51 of the casing is provided with three ports, anexhaust-port 53 and two other ports 54 and 55. Apipe 56 communicateswith the port 54 and is connected to the auxiliary train-line whichsupplies straight air to the brake-cylinders. The port 55 communicateswith a passage 57, which in turn communicates with the passage 16,connected to a pipe 17, connected to the main reservoir.

The cylinder 52 is pierced by eight ports, four large and four smallones. Four of the ports, two large and two small, are designed toregister with the port 54 and are designated by the characters 54, 54 54and 54. Two of the remaining four ports, a large and a small one, aredesigned to register with the exhaust-port 53 and are designated 53 and53 while the other ports, a large and a small one, are located toregister with the port 55 and are denoted by the characters 55 and 55The upper half 51 of the casing has five lugs formed thereon, which arenumbered from 58 to 62, inclusive. The two extreme lugs 58 and 62 areundercut. A handle 63 is connected to a stub-shaft 64 in the cylinderand provided with a spring-actuated catch 65, which is adapted to rideover the lugs 59, 60, and 61 and to engage the lugs 58 and 62.

The operation of my three valves A, B, and C will now beset forth andthe course of the air traced with the handles on the cylindervalves intheir different positions. With the handle 4 pushed over to its extremeposition, with the catch 5 engaging the undercut lug 6, the valve A isin the first position. This gives the emergency action of the brakes.Ports 14 14 and the exhaust-ports 15 15 now register. The air can thenflow from trainline through pipe 50 into compartment 39 of cylinder 23,through passage 20 and ports 14 14 to cylinder 2 and then through ports15 15 to open air. With the catch 5 abutting the lug 7 the valve A is inthe second position. The ports 13 13 and exhaust-port 15 15 nowregister, and air in the cylinder 22 above the piston and in thereservoir 34 flows through passage 19, ports 13 13, and ports 15 15 toopen air until the pressure in the train-- line, acting on the piston 24through pipe 50, chamber 39, and passage 33, raises the piston 24. Allthe air might be released, if desired. This action permits the air fromtrain-line to enter the slots 30, then around the cut-away portion 31 ofthe stem 25,and escape to the open air through passage 32, giving anexhaust and setting brakes. \Vhen the pressure in the train-line becomesreduced to that of the air remainingin the reservoir 35, the piston 24will be again seated and the escape of air shut off. When the handle 4stands on the center, as shown in the drawings, with the catch 5abutting lug 8, we have the third position. The ports in the cylinder 2are all lapped. When the handle is moved over the lug 8 toward 9,thethree pairs of ports 11 11, 12 12, and 13 13 begin to coincide, and whenthe catch 5 abuts the lug t) we have the fourth position, and theseports all register. Air can now pass from the main reservoir (not shown)through the pipe 17, connected to the bottom of valve 23, throughthepassage 16, and into the cylindervalve byway of ports 11 11' and outby way of ports 12 12, down through passage 18 into the rear compartment38 of the cylinder 23, also down through ports 13 13 and passage 19 tocylinder 22. Since the stem 42 is normally unseated from the head 45,the air will pass from chamber 38 through slots 46, through the hollowstem 42 into chamber 39, then into the train-line through the pipe 50,releasing the brakes, and also into the cylinder 22 by way of thepassage 33. The admission of air beneath the piston 24 will not raiseit, since air at the same pressure is also admitted above the piston bymeans of ports 13 13 and passage 19, from whence it passes into thereservoir 34 by way of pipe 35. This is the running position of thesystem. Vith the apparatus in the condition described above, as soon asthe pressure of air in the train-line reaches a predeterminedintensity,equal to the adjusted tension of the spring 49, the piston 41will seat the stem 42, thereby shutting off the access of the air tochamber 39 and the trainline; but if from leakage the pressure inthetrain-line should be diminished the stem 42 would be again unseatedand the supply renewed. Therefore when the valve A is set in thisposition, with the catch abutting lug 9, the valve B automaticallyequalizes the trainline and main-reservoir pressure-that is, it restoresthe pressure in the train-line to its normal, which is equal to theadjusted expansive force of the spring 49. YVhen the handle is movedover with the catch 5 engaging lug 10, this is the fifth position, andthe pairs of ports 11 11 and 14 14 now register. This position gives aquick recharge and full release, as the air passes from main reservoirthrough pipe 17, passage 16, ports 11 11 to cylinder, and out throughports 14 14 passage 20, through chamber 39 and pipe 50 to train-line.This completes the positions of the valve A, and those of the valve 0will now be taken up. The first position of the valve C is obtained whenthe handle 63 is moved over with the catch engaging the lug 58. In thisposition the exhaust-ports 53 53 and the ports 54 54' register. Thisgives a rapid exhaust from the brake-cylinders by way of the auxiliarytrain-line, the pipe 56, and the ports 54 54" and 53 53'. This is thefull-release position. The second position results from setting thehandle 63 at the lugs 59. The ports 53 53 and 54 54 then register andgive a less rapid exhaust in the same manner as before. The thirdposition results from setting the handle 63 on the center adjacent tolug 60. All ports are then lapped. The fourth position is given bysetting the handle 63 adjacent to the lug 61. This registers the ports54 54 and 55 55and a small supply of air to the brake-cylinders,whichsupply passes into them from the main reservoir by way of pipe 17,passage 16, passage 57, ports 55 55, through cylinder to ports 54 54 andpipe 56. This is an emergency position. The fifth position results frommoving the handle 63 until the catch 65 engages the lug 62. Thisregisters the ports 54 54 and 55 55 and gives a large supply to thebrake-cylinders, which passes into them by way of pipe 17 passage 16,passage 57, ports 55 55 ports 54 54 and pipe 56. This is the secondemergency position.

From the foregoing it is evident that every emergency is provided for bymeans of any equalizing-valve B in combination with my cylinder-valves Aand O.

I do not wish to be limited as to details of construction, as these maybe modified in many particulars without departing from the spirit of myinvention.

Having thus described my invention, what I claim as new, and wish tosecure by Letters Patent, is-

1. In a valve of the class described, the combination of a cylinderdivided into front and rear compartments by a transverse partition, anadjustable head fitted into the rear end of said cylinder and providedwith a stem, a piston located in said front compartment and having ahollow stem mounted in said partition and fitting over said stem, and aspring mounted on said hollow stem and bearing on said adjustable head,substantially as described.

2. In a valve of the class described, the combination of a cylinderdivided into front and rear compartments by a transverse partition, anadjustable head fitted into the rear end of said cylinder and having agrooved stem, a piston located in said forward compartment and having ahollow stem slidingly mounted in said partition, and fitting over saidstem, and a spring mounted on said hollow stem, substantially asdescribed.

3. In a valve of the class described, the combination of a casingdivided into front and rear compartments by a transverse partition, eachof said compartments having an airpassage connected thereto, a pistonmounted in said front compartment and having a hollow stem which isslidingly mounted in said partition, a valve-seat located in said rearcompartment in position to close said hollow stem when seated thereon, aspring mounted on said hollow stem and arranged to hold it normallyunseated, and a cylinder-valve comprising an outer and inner cylinderhaving ports located to be brought into register by turning said innercylinder, said cylindervalve being connected to regulate the flow of airthrough said air-passage, substantially as described.

4. In a valve of the class described, the combination of a lowercylinder divided into front and rear compartments by a transversepartition, a valve-seat mounted in said rear compartment, a pistonmounted in said front compartment and provided with a hollow stemslidingly mounted in said partition and constructed to fit said seat, aspring'surrounding said stem and arranged to normally hold it unseated,an exhaust-passage connected to said front compartment, an uppercylinder a piston mounted in said upper cylinder and provided with astem constructed to regulate the exhaust of air through said passage, apassage connecting said upper and lowercylinder, air-passages connectedto said upper cylinder and to the front and rear compartment of saidlower cylinder, and means for regulating the flow of air through saidpassages, substantially as described.

5. In a valve of the class described, the combination of a lowercylinder divided into front and rear compartments by a transversepartition, a valve-seat mounted in said rear compartment, a pistonmounted in said front compartment and provided with a hollow stemslidingly mounted in said'partition and constructed to fit said seat, aspring constructed to normally hold said stem unseated, an air-passageconnected to said rear compartment, means for regulating the flow of airthrough said passage, a pipe and an exhaustpassage connected to saidfront compartment, an upper cylinder, a piston mounted in said uppercylinder and provided with a stern constructed to serve as a valve toregulate the flow of air through said exhaust-passage, and anair-passage connecting said upper cylinder and said forward compartment,substantially as described.

6. In a valve of the class described, the combination of a lowercylinder comprising front and rear compartments, a valve-seat mounted insaid rear compartment, a piston mounted in said front compartment andprovided with a hollow stem extending into said rear compartment andconstructed to fit said seat, a spring mounted to normally hold saidstem unseated, an exhaust-passage and a pipe connected to said frontcompartment, an upper cylinder, a piston mounted in said upper cylinderand provided with a stem constructed to serve as a valve to regulate theflow of air through said exhaust, a reservoir connected to said uppercylinder to increase the capacity thereof, air-passages connected tosaid rear compartment and said upper cylinder, means for regulating theflow of air through said passages, and an air-passage connecting saidupper cylinder and said front compartment, substantially as described.

7. In a valve of the class described, the combination with a cylinder,of a piston mounted in said cylinder and having a hollow stem forming avalve, avalve-seat located to cooperate with said hollow stem toregulate the flow of air from one side of said piston to the other, aspring mounted to regulate the amount of pressure necessary to move saidpiston to operate said valve, a passage connecting said cylinder to theopen air, a second cylinder, connected to said first-mentioned cylinderby a passage, a piston mounted in said second cylinder and provided witha stem constructed to serve as a valve to open and close said passage tothe open air, substantially as described.

8. In an air-brake system, the combination with a cylinder, of a pistonmounted in said cylinder and having a hollow stem, a valveseat mountedto close said stem when seated thereon, a spring mounted to oppose theseating of said hollow stem on said valve-seat, a main reservoirconnected to said cylinder in the rear of said piston, a train-lineconnected to said cylinder at a point in front of said piston, a secondcylinder, a piston mounted in said cylinder and bearing a stem mountedto serve as a valve to open and close an exhaust-passage communicatingwith the forward end of said first-mentioned cylinder, said secondcylinder being connected to said first-mentioned cylinder at a point infront of the said piston therein, and means for regulating the flow ofair into and out of said second cylinder, substantially as described.

In testimony whereof I have hereunto set my hand in presence of twosubscribing witnesses.

PAUL WHITING. Witnesses:

M. H. WHITING, A. J. WHITING.

